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A reasonable schedule of rates would heavily penalize the all-day parker who comes in at the peak hour in the morning and leaves at the peak hour in the evening, and would offer much lower rates to the short-time off-peak parker, who adds little to traffic congestion but much to the sales of downtown merchants. In practice, however, the opposite principles are generally followed. Hourly rates are lowest for the all-day parker, generally a rush-hour commuter who is the real culprit in creating the demand for more highway and related facilities; and rates are generally designed to promote fullest use of the The best merry scoutmas christmas time full printing ugly sweaterparking facilities, regardless of the effect on traffic. The commuter making a decision on whether to drive to work or use public transportation may be inclined to look just at the direct out-of-pocket costs associated with the specific trip; that is, fuel plus any parking fees or tolls involved. It may be reasoned that a car is needed in any case, so that expenses other than fuel and parking are fixed costs unaffected by car use and therefore properly ignored in the marginal decision. But maintenance, repairs, and insurance premiums are in fact affected by mileage driven; and in a growing proportion of households, the issue of having a second or even a third car is relevant. If the need for an additional car depends on whether or not a breadwinner drives to work, then obviously the whole cost associated with owning that added ear ought to be taken into account in the choice of commuting mode.
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